Engine control apparatus



Jan.,1s,193s. l J. B. DYER 2,105,643

ENGINE CONTROL A'PPARAIUS Original Filed Aug. 18, 1933 3 Sheets-Sheet 1 J J, /j/

Jan. 18, 1938. J. B. DYER Y ENGINE CONTROL APPARATUS Original Filed Aug. 18, 1933 3 Sheets-Sheet 2.

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A//T/of/ L-s-aba Jan. 18, 1938. J, B. DYER- 2,105,643

ENGINE CONTROL APPARATUS Original Filed Aug. 18, 1933 .'5 Sheets-Sheet 3 ATTORNEY Patented Jan. 18, 1938 UNITEDKSTATES PATENT OFFICE ENGINE CONTROL APPARATUS John B. Dyer, Dayton, Ohio, assignor to General Motors Corporation, Detroit, Mich., a. corporation of Delaware Refiled for abandoned application Serial No. 685,662, August 18, 1933. This application March 6, 1937, Serial No. 129,346

13 Claims. (Cl. 290-38) This invention relates to apparatus for coninvention will be apparent from the following detrolling the operation of internal combustion scription, reference being had to the accompanyengines, more particularly those of automotive ing drawings wherein a preferred embodiment of vehicles and specifically to apparatus for conthe present invention is clearly'shown. trolling the starting devices of such engines. This application is a substantial duplicate of Heretofore electrically operated means for application No'. 685,662, led August 18, 1933 causing the starting motor to become operative which has become abandoned. to start the engine has been provided which is so In the drawings: constructed that it employs aminimum of current Fig. 1 is a wiring diagram of a starter control during operation so as to exhaust the battery to system constructed according to the present in- 10 the least possible extent during the starting opervention and controlling a magnetic switch for ation and to reduce the cost of such electrical controlling the circuit of a starting motor which devices to as great an extent as possible. is adapted to shift the starter drivepinion into Semi-automatic means to control the electriand out of engagement with the flywheel gear cally operated starter control means has been proautomatically, v 15 vided which is so constructed that the electrically Fig. 2 is a similar control system controlling an operated means is caused to operate in response electromagnet which controls the circuit of a to operation of one or more of the control devices starting motor having a drive pinion which is which must be actuated by the operator of the moved into and out of engagement with the iiyengine or vehicle in controlling the operation wheel gear by means of said electromagnet. 20 thereof under ordinary operating conditions, but Fig. 3 is a wiring diagram similar to Fig. 2 but is adapted to automatically render the starting showing a manually operable push button switch motor inoperative in response to operation of the for controlling the electromagnet.

engine itself, and to prevent the starting motor Fig. i is an end elevation of the switch A shown 26 from becoming operative as long as the engine in Fig. 1. 25

continues to run under its own power. Fig. 5 is a view on the line 5 5 oi Fig. 4.

It is one object of this invention to provide a Fig. 6 is aperspective view of two details of conserni-automatic control means for the electrically struction of the switch A. operated starter control devices which can by a Fig. 7 is a similar perspective view of the same simple adjustment be changed from a semi-autodetails showing a modified form of the switch 30 matic device such as described, to a. full automatic A, control which is effective to cause the starting Referring to Fig, l vof the drawings, the startmotor to operate upon closing of the ignition ing motor is indicated at 2li and has a ground switch without actuation of other control devices, connection 22. 'I'he starting motor is adapted but which is operable by the engine to cause the to operate a starter drive in which the pinion 35 starting motor to cease operating when the engine driven by the starting motor is automatically begins to run under fits own power. moved into engagementwith the engine flywheel Another object of the invention is to provide gear when the starting motor switch is closed and a control switch for the electrically operated is automatically disengaged therefrom when the 40 starter controldevice, which may be closed by engine begins to operate under its own power. 40 operation of the accelerator pedal which controls The well known Bendix drive is a starter drive of the quantity oi combustible mixture supplied to this character and has not been illustrated in the engine or otherwise and which is opened by detail herein as it is ,thought that such illustration action of engine suction, but is so constructed is unnecessary. that the switch is opened under the lowest possible The circuit of thestarting motor is closed by an 45 suction that is maintained under any possible electromagnet 24 having an armature 25 which operating conditions; and to provide means to is adapted to be moved to the left in Fig. 1 when hold the switch in closed position until the switch the magnet is energized to close the starting operating means is permitted to return toits normotor switch in a manner more specifically de- "0 mal inoperative position, whereby the control scribed hereinafter. 50

switch is held open during any possible operation I'he circuit of the starting motor comprises the of the engineunder its own power, but is preground connection previously referred to and a vented from opening during the cranking of the wire 28 which is connected to one fixed contact engine, 30 of the starting motor switch which has an- "5 Further objects and advantages of the present other xed contact 32 connected by wire 34 with 55 a Wire 36 which leads from the battery 38 to a generator 48 which is grounded at 42, the usual cut-out relay 44 being provided between the generator and the battery. The battery is grounded by the connection'46. A movable contact 48 is carried by the amature 26 of the magnet 24, and is adapted to be moved into engagement with the two xed contacts 30 and 32 when the magnet 24 is energized as will be later described. When the contact 48 is engaged with the two xed contacts, current will flow from the battery to ground through the connection 46 and from the battery through the wires I6 and 34, the starting motor switch and wire 28 to/the starting motor and through the connectio /22 to ground again. Thus 'whenever the mag et 24 is energized, the starting motor is rendered operative to crank the engine and the starting motor will remain operative as long as the starting motor switch above referred to, is closed, although the driving pinion operated by the starting motor will be disengaged from the flywheel gear as soon as the engine is operating under its own power, as is always the case when a Bendix drive is employed. The magnet must, however, be de-energized so as to cause the starting motor switch to open as soon as the engine is running under its own power, or the pinion would be moved back into engagement with the flywheel gear and damage would result, and means are provided to effect this function and to prevent the starting motor from becoming operative during operation of the engine, as set forth later.

The magnet 24 is provided with two coils 50 and 52 having different numbers of turns for a purpose set forth hereinafter and the energization of the magnet is effected by the closing of the ignition switch and a second switch indicated in its entirety by the letter A, which is adapted to be closed by movement of the accelerator pedal to open the carburetor throttle and is adapted to be opened by the action of engine suction when the engine is operating under its own power. The circuit connections for the magnet which will now be described, comprise a wire 54 leading to the movable Contact 56 of the ignition switch which has a stationary contact 58 connected by a wire 60 to the ignition system of the engine. A wire 62 leads from the wire 60 to a fixed contact 64 of the switch A which is provided with another fixed Contact 86 and a movable Contact 88 which is adapted to be moved to engage the two fixed contacts by an operating arm 10 which is adapted to be connected by any suitable form of operating connection to the accelerator pedal. The xed contact 66 is connected by a wire 12 which leads to both of the coils 58 and 52, the coil 50 being grounded by the connection 14 while the coil 52 is connected by a wire 16 with the wire 28 which leads from the xed Contact 30 of the starting motor switch to the starting motor. Obviously, when the ignition switch and the switch A are closed, current will ow from the battery to ground through the wire 46 and from the battery through the wires 3B and 54, the ignition switch, wires 80 and 62, the switch A and wire 12 to both coils of the magnet and will flow through both coils of the magnet directly through the coil 50 and the ground connection 14 to ground and through the coil 52, wires 16 and 28, the starting motor and the ground connection 22 of said motor to ground. Thus both coils of the magnet are energized and the armature 26 is moved to the left by a force which is due to the effect of both coils.

As soon as the contact 48 engages the contacts 30 and 32, the coil 52 is shunted out and becomes ineffective to exert any pull on the armature because as will be obvious, on inspection of Fig. 1, after the contact 48 engages contacts 30 and l2, current will flow from the wire 38 directly through the wire 34 and through the starting motor switch, wire 28 and the starting motor to ground, and of course will simultaneously flow through the path above described to the coil 58 and through the connections 14 to ground, but there will be no appreciable flow of current from the wire 12 through the coil 52 and wire 16 because this coil and such wire will be shunted out owing to the direct flow of current through the wire 34 and the starting motor switch to the wire 28 and to ground. Therefore, after the starting motor switch is closed and during the operation of the starting motor to crank the engine, the armature 26 is held in its left hand or switch closing position only by the force exerted through the energization of the coil 50 which, while sufflcient to hold the armature in such position, is insumcient to move it from its initial position. This is due to the fact that after the armature has been shifted, the inertia of the parts and the efIect of the air gap do not have to be overcome so that less force is required to hold the armature in switch closed position than to move it to switch closing position.

'Upon opening of the ignition switch manually, or upon opening of the switch A by engine suction as previously referred to, the holding coil 58 is necessarily de-energized so that the armature of the magnet will be restored to its original position, a spring 18 being provided for that purpose. The specific construction of the magnet and the arrangement of the switch Contact 48 relative to the armature forms no part of this invention and the structural details of the magnet are not illustrated herein. For the purpose of this disclosure it is suiilcient to say that the contact 48 is moved against the pressure of a spring which lies between the contact and a fixed element 82 to close the switch and after the switch is closed a spring 84 on the opposite side of the contact is compressed by movement of the armature so that the switch is held closed with a heavy pressure.

The construction of the magnet 24 may be varied within certain limits, but it is desirable that the coil 50shall contain a smaller number of turns than the coil 52 and the resistance of the coil 50 should be higher than the coil 52 so that the flow of current through the coil 50 is as low as possible to insure that the armature be held in switch closed position during the cranking operation, in order to discharge the battery as little as possible during the cranking operation. The flow of current through the coil 52 is very brief as it takes an almost imperceptible time to effect closing of thc starting motor switch so that during most of the starting operation while the starting motor switch is closed and the starting motor is in operation to crank the engine, there is only a relatively small current flowing through the coil 50. As has been stated previously, it is necessary to have the number of turns in the coil 52 greater than those in the outer coil. This is true because when either the ignition switch or the switch A is opened to cause the starting motor to become inoperative, the starter switch being still closed, current will flow from the battery through the starter switch and thence through the coils of the magnet to the ground.

the direction of current in the inner coil being the reverse of that in the outer coil.

As a concrete example of this operation it may be assumed that the switch A is opened by suction and the starter switch should open immediately so as to cause the starting motor to become inoperative and prevent the automatic movement of the driving pinion back into engagement with the flywheel gear after lt'has been disengaged therefrom. On opening of the switch A however, current will flow from the battery to ground through the connection 46 and from the battery through wires 36, 34, the starter switch, wires 28 and 16 to the coil 52, thence through the other coil 50 and a connection 14 to the ground, the direction of flow through the coil 52 being reversed, while the direction of flow through the coil50 remains the same as before the opening of the switch A. Under these conditions the two coils tend to neutralize each other andin order to insure that the magnetic flux passes through the zero point immediately s that the magnet will be completely de-energized and a slightly larger number of turns are used in the inner coil. With this arrangement as the flux passes through the zero point upon the reversal of polarity of the innercoil on the opening of Athe switch A or the ignition switch, the starter switch is also immediately opened by the spring 80 and the spring 18 retracts the armature to its original position.

Theoretically, it might be possible to effect opening of the switch with coils having the same number of turns, but owing to residual magnetism of the magnet, inaccuracies in the wire resulting in varied resistance, and manufacturing inaccuracies, it ls impossible to use coils of the same number of turns as the magnetic flux might not reach zero under all circumstances. To make sure that the ux pressure does always pass through the zero point, it is necessary to have at least a few more turns in the inner coil than in the outer.

As stated previously, the switch A is adapted to be closed by operation of the accelerator pedal and to be automatically opened by engine suction. The switch is in general of the same construction as that which is described in applicants copending application Serial No. 653,983, but in the construction used in that application the switch could be opened by the suction just as soon as the suction was sufficient to overcome the pressure of the springs which normally hold the diaphragm of the suction unit in its normal position. In the construction shown herein, the switch of the application referred to has been. modiiied to some extent because the present switch is designed to be opened by a lesser degree of suction than in the earlier application and means are provided in this construction to hold the switch closed after it has been closed by movement of the accelerator pedal until the latter is returned to normal position so as to prevent any possibility of suction opening the switch during the cranking of the engine by the starting motor. In the earlier switch, the suction during this period was not suilicient to effect opening of the switch, but in this form of the device the switch is held closed by so little force that the .cranking suction might be sufficient to open it if means were not provided to prevent that action taking place, the switch having been constructed in this manner because the suction is the only means used to hold the switch open during the running of the engine, while in the earlier case the generator was also adapted to perform this function. Therefore, in this construction the switch has been designed so that a very little suction is effective to keep it open, while the engine is running under its own power, otherwise when operating at wide open throttle and with heavy load, the switch might be permitted to close.

The switch is best shown in Figs. 5, 6 and 7 and comprises a cup-shaped metal housing |00 which is closed at one end by a plate of insulating material |02 secured in position by tangs |03 projecting from housing |00 and which supports the fixed contacts of the switch as is more fully described hereinafter and at the other end is closed except for a small central opening. This housing is secured by rivets |04, one of which projects into the housing |00, to form a stop for a purpose later set forth, to ar sheet metal shell |06 which forms part of a diaphragm chamber, a second similar shell |08 forming the other part of such chamber. Thesel shells are flanged and their peripheries are joined in any suitable way so as to form a fluid tight joint with a flexible diaphragm ||0 secured between the flanges of the shells.

A supporting plate ||2 has a projection ||3 at its center which engages the shell |08 as indicated in Fig. 5, when the parts are assembled so as to leave a space between the outer part of the plate and the shell |08. This permits machine screws ||4 to be positioned in suitable holes in the plate ||2 with the heads of the screws positioned between the shell |08 and the plate, said plate providing a convenient means for supporting the switch unit. The screws are adapted to cooperate with some suitable bracket extending from some part of the engine or other suitable supporting means. The plate ||2 is secured to the shell |00 by a nipple I6 which has a reduced end ||8 extending through aligned oriiices in the shell and the plate, the end of this reduced portion being flanged over the inner edge of the shell to hold the shell and plate against a shoulder formed by the reduced portion of the. nipple as indicated in Fig. 5.

A reducing coupling |20 is screwed into the opposite end of the nipple and a suitable packing washer |22 is employed to form a fluid tight joint. The nippleis partially closed by a partition |24 integral therewith and an orifice |26 of relatively small size is provided therein through which the engine suction is communicated to the diaphragm. 'I'he end of the reducing coupling is threaded as indicated in Fig. 5, so as to be connected to a suitable suction connection extending to the intake manifold. A cup shaped washer |28 is held against the diaphragm when the parts of the switch are assembled and received between this washer and the partition |24 in the reducing coupling is a spring |30 which, when the engine is not running, is adapted to hold the parts of the switch in the position shown in Fig. 5.

Journalled in the plate of insulating material is a stud or spindle |32 to the outer end of which is secured the operating arm '|0 and in the outer end of the arm is an orifice |36 in which some suitable operating connection adapted to extend to the accelerator pedal may be secured. At the other end of the arm 10 is a bent-over tang |38 adapted to cooperate with shoulders |40 and |42 formed on a raised portion of the plate |02 which act as stops to limit the movement of the operating arm, while a lug |43 projecting from the arm is adapted to cooperate with a suitable mark on the plate 02 to indicate where the arm should be positioned when adjusting its operating mechanism so that the arm will be moved to the proper extent upon operation of the accelerator pedal.

The arm 10 is secured by riveting or otherwise on a attened extension |33 of the spindle or stud |32 which at the other end is provided with a reduced portion |44 which extends through an opening in a switch operating member |46 and is bent over the edge of said opening to secure the switch operating member against a shoulder formed by said reduced portion |44. The member |46 has lugs |48projectingtherefromwhichare adapted to operate the movable switch contact, anges |50 being provided on these lugs to engage cooperating lugs projecting from a member carried by a carrier plate which supports the movable switch contact in the manner hereinafter described. The stud or spindle |32 is provided with an axial recess |5|, in one end of which is supported a pin |52, on which the movable switch Contact and the carrier therefor are rotatably supported and at its other end the pin |52 has a reduced extension |54 which extends through the diaphragm ||0 and the washer |26, being riveted over the Washer so that the pin is reciprocated in an axial direction as the diaphragm moves back and forth under the inuence of engine suction. Secured between an enlarged portion |56 of the pin which projects through the opening in the housing |00, previously referred to, and the diaphragm ||0, is a suitable metal washer |56 which serves to give the diaphragm assembly greater rigidity and strength.

Supported on the pin |52 immediately to the left of the enlarged portion |56 of such pin, as shown in Fig. 5, is a carrier plate of insulating material |66 which supports the movable switch contact, the carrier plate, the contact and associated parts forming a sub-assembly unit such as shown in perspective in Fig. 7. The movable contact has a ring |62 of brass or other suitable metal having three raised segments |64 thereon which form contact surfaces and are adapted to be brought into contact with the fixed contacts 64 and 6G carried by the plate |02 and connected to binding posts |66 and |66 respectively, to which are connected the wire 62 and 12 previously referred to. Projecting from the movable contact |62 in a direction normal to the contacting surface and parallel to the axis of pin |52 are lugs |10 which project through notches |12 in the carrier plate |60 and are bent over at their ends as indicated at |14 so that no relative rotary movement of the Contact and carrier plate can take place. A coil spring |16 which is received between the movable. contact and the plate |60 normally holds the parts in such position that the bent-over portions of the lugs |10 engage the carrier plate but permits movement of the movable contacts toward the carrier plate |60 under certain circumstances.

Adjacent the carrier plate |60 is a contact operating member |18 which is secured to the plate by lugs which project through the carrier plate and extend into notches formed in a washer |82 on the opposite side of the carrier plate while a pin |84 passes through a hole in the pin |52 to hold the carrier plate and the switch operating member |16 in position against the enlarged portion |56 of the pin |52, as shown in Fig. 5, so that the plate |60, which moves with the pin, is reciprocated by suction. As best shown in Figs. 5 and 6, the operating member |18 is provided with lugs |66 which extend in a direction parallel to the axis of the pin |62 and normally project into spaces between the flanges |50 of the lugs |46 extending from the member |46 when not separated therefrom by engine suction, so that when the member |46 is rotated the anges |50 will engage the lugs |66 to rotate the carrier plate and the movable contact |62 supported thereby. The members |44 and |16 form a sort of switch operating clutch which is released by engine suction.

The carrier plate |60 is also provided with projecting lugs |06 which cooperate with the post |04 to limit the movements of the carrier plate and the switch contact carried thereby. A spring |60 is received between the washer |62 and the closed end of the housing |00 and cooperates with springs |30 and |16 to normally hold the carrier plate and the movable contact supported thereby in the position shown in Fig. 5 with the movable contact engaging the plate of insulating material |02, but in such position that the contact surfaces |64 engage the surfaces of the plate |02 between the xed contacts 64 and 66, so that in order for the contacts to be closed the arm 10 must be operated to rotate the movable contact into engagement with the nxed contact. This spring has one end extending through a hole in the housing |00 and the other end extends through holes formed in the washer |62 and in the plate |60 so that the spring exerts a force tending to rotate the plate and the parts carried thereby in a counter-clockwise direction in Fig. 6 tending to hold the plate in the position where the lug |66 therein engages the post |04, and to return the plate |60 to this position after the plate has been moved in the opposite direction to close the switch contact by operation of the arm 10. I'he switch construction above described is just the same as that of the earlier application referred to previously.

In such switch the closing of the contact is eiected by operation o! the arm 10 in a clockwise direction in Fig. 6. The engagement of the clutch operating member |46 with the lugs 16 rotates the carrier plate and the movable contact into a position where the segments |64 engage the contacts 64 and 66. This would effect energization of the magnet and the starting motor would immediately become operative to crank the engine which, as soon as the suction was sufficiently great, would cause the diaphragm ||0 to be moved to the right carrying the carrier plate and the movable contact to the right out of engagement with the ilxed contacts 64 and 66 after which movement of the spring |60 would cause rotation of the carrier plate in a direction the reverse of that in which it was moved by the arm 10, as soon as the lugs |66 were withdrawn from engagement with the operating member |46. With the carrier plate in this position if the suction dropped to such an extent that it was insufcient to overcome the spring pressure tending to move the diaphragm and associated parts to the left the contact member would be moved back into engagement with the plate o! insulating material |02 to the position it originally occupied.

As stated previously, in this form of the switch it is not desired to have the suction operative to move the switch contact |64 to the right to disengage the contacting surfaces from the xed contacts until the operating arm 10 has been restored to its initial position because the spring pressure holding the diaphragm, movable contact and associated parts in the left hand position is so light that the suction produced during engine cranking might be sumcient to open the switch. In order to prevent this action taking place, the lugs |86 in this form of switch are provided with notches |92 on that side of each of these lugs which is adapted to engage the fiange |50 which projects from the switch operating member |46 when the operating arm 10 is moved to rotate said switch operating member. As the switch operating member is rotated to effect closing of the switch, the flange |50 enters the notches |92 and holds the movable contact in engagement with the fixed contacts, no'fmatter how high the suction may be, until the operating arm is returned to its original position at which time the ilange is disengaged from the notches |92 and the engine suction can then move the parts to the right as previously described. After this the engine suction is effective to hold the switch contacts separated and holds the lugs |86 out of the path of movement of the flange |50 so that during operation of the engine under its own power the operating arm '|0 may move with the accelerator pedal as it is operated to vary the speed of the engine without in any way affecting the switch.

In Fig. 7 is disclosed a somewhat modified form of switch which is of exactly the same construction as that previously described except for the fact that the notches `|92 are omitted and the plate of insulating material |02a which is of' the same construction and arrangement as the plate |02 previously described, is adapted to be moved relative to the housing corresponding to the housing in order to enable the switch to be normally closed, if so desired. For this purpose the plate of insulating material as shown in Fig. '7, is provided with two notches 200 and 202 and it may be so adjusted that the retaining v tangs or lugs corresponding to the lugs |03 of the switch previously described may engage either the notches 200 or the notches 202. If so adjusted that the lugs engage the notch 200 the switch will operate as previously described and it will be necessary to move the operating arm 10 in order to effect closing of the switch. If the plate of insulating material carrying the fixed contacts is, however, adjusted so that the lugs engage the notches 202, the fixed contacts will be in such position that they will be engaged by the movable contact when the parts are in the normal position they occupy when the engine is not operating. I! the insulating plate is so adjusted, the closing of the ignition switch will complete the circuit through the winding of the magnet and nooperation of the switch A will be necessary, to cause the starting motor to become operative. Thus the semi-automatic control device previously described and shown in copending application 653,983, may by means of a simple adjustment of the switch A, be changed to a fullautomatic device. In such construction the suction is operative to separate the movable contact from the fixed contacts in the manner previously described. When the engine is started the accelerator pedal would of course, move the operating arm 10 from its original position when the during operation of the engine even i! the suction were insuincient to hold it open.

In the diagram disclosed in Fig. 2 the control system is exactly the same as that previously described in construction and operation with one exception. Instead of employing a starting motor and a starter drive of the Bendix type, in Fig. 2 the electromagnet operates not only to close the starting switch, but to shift the driving pinion of an over-running clutch type of starter into engagement with the engine fiywheel gear. The parts of the'construction which are the saine as that' previously described are indicated in Fig. 2 by the same reference numerals with the suiiix b added. It will be noted that the armature of the magnet 24b is connected by a pin and slot connection 2|0y to a lever 2|2 pivoted at 2|4 and having a yoke at its lower end, from the arms of which pins 2|6 kproject and engage a collar 2|8 slidable on a sleeve 220 which is splined on the armature shaft 224 of the starting motor 20D. The sleeve is formed integrally with one of the cooperating members of an overrunning clutch indicated in its entirety as 226, the other member of which is integral with or secured to the driving pinion 228 which is adapted to engage the flywheel gear 230. This starter drive is the conventional overrunning clutch type and its construction and operation need not be more specifically described. It is obvious that when the magnet is energized the lever 2|2 is rocked to move the driving pinion 228 into en-` gagement with the gear 230 by compression of a spring 232 which surrounds the sleeve 220 between the collar 2|8 and the clutch. As the pinion is meshed with the gear 230, the starting motor switch is closed and the starting motor becomes operative to crank the engine. The starting motor circuit is broken by engine suction as previously described and upon deener gization of the magnet 24h, a spring 234 is operative to return the lever 2|2 and the parts moved thereby to their original position disengaging the driving pinion 228 from the flywheel gear.

In Fig. 3 the arrangement of the magnet, the starting motor and the'starter drive is exactly the same as shown in Fig. 2, but instead of employing a switch operable by the accelerator pedal and opened by engine suction to control the magnet, the latter is controlled by a manually operable push button. Parts in this figure which are of the same construction as those previously described are given the same reference numerals with the sufiix c added thereto. It will be apparent on inspection of Fig. 3 that a wire corresponding to the wire 62 and numbered 240 leads from the wire 60e which extends from the ignition switch to the ignition system and connects with a fixed contact 242 of a manually controlled switch having a push button 244 carrying the movable contact 246 which is adaptedk to engage another xed contact 248 connected by a. Wire f 250 with the coils 50c, and 52a of the magnet,

these coils being respectively grounded by the wire `|4c and connected to the wire 28o leading to the starting motor by a wire 16e. The function of this device is exactly the same as that previously described except for the fact that the control of the magnet is entirely manual. The magnet is energized when the ignition switch is closed and the push button 244 is operated to close the manually operable switch and remains energized as long as the push button is held in position to close said switch. Upon release of the push button, ythe magnet is de-energized and the starting motor rendered inoperative so that the parts return to their normal position as previously described.

While the embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope oi the claims which follow.

What is claimed is as follows:

1. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source adapted to supply current to said starting motor, a switch comprising tlxed and movable contacts for eiiecting connection between the current source and said starting motor, means for operating said movable contact to close said switch, means operable by the engine for opening said switch, and means for preventing opening of said switch by the engine until the means i'or operating said movable contact is returned to normal position.

2. Control apparatus i'or internal combustion engines comprising, in combination, a starting motor, a current source adapted to supply current to said starting motor, a, switch comprising ilxed and movable contacts for eil'ecting connection between the current source and said starting motor, means for operating said movable contact to close said switch, means operable by the engine for opening said switch and adapted to open the switch when the engine is operating at very low speed and means for preventing the opening oi.' the switch until the means for operating said movable contact is returned to normal position, whereby opening of the switch during cranking of the engine is prevented.

3. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source adapted to supply current to said starting motor, a switch comprising fixed and movable contacts for eilecting connection between the current source and said starting motor, means for operating said movable oontact to close said switch, means operable by engine suction for holding said switch open during operation of said engine and means for holding the switch closed against the action of the suction until the means for operating said movable ccntact is returned to lnormal position. I 4. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a current source adapted to supply current to said starting motor, a switch comprising fixed and movable contacts for eilecting connection between the current source and said starting motor, means for operating said movable contact to close said switch, means operable by engine suction for holding said switch open during operation of the engine and adapted to become eil'ective to open the switch at very low engine speed, and means for holding the switch closed against the action oi' the suction until the means i'or operating said movable contact is returned to normal position.

5. Control apparatus for internal combustion engines comprising, in combination, a starting motor, a-current source adapted to sgpply wrrent to said starting motor, a switch comprising iixed and movable contacts for eiecting connection between the current source and said starting motor, means for operating said movable contact to close said switch and adapted to be held in its switch closing position during the cranking of the engine, means operated by engine suction for automatically opening the switch and so 00nstructed that the suction 'is sumcient during cranking o! the engine to operate said switch opening means. and means for holding the switch closed against the action of the suction until the means for operating said movable contact is returned to normal position, whereby opening of the switch during engine cranking is prevented.

6. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from said source, a switch i'or controlling the connection of the starting motor with the current source, said switch comprising a iixed contact, a movable contact rotatably mounted, means for moving said contactinto position to engage the fixed contact, means operable automatically by the engine for moving the movable contact along its axis oi rotation to separate the switch contacts and means for preventing axial movement oi said movable contact until the means for rotating said contact has been returned to its normal position.

7. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from said source, a switch for controlling the connection of the starting motor with the current source, said Switch comprising a fixed contact, a movable contact rotatably mounted, means for moving said contact into position to engage the ilxed contact, means operable automatically by the engine for moving the movable contact along its axis of rotation to separate the switch contacts, means for preventing axial movement of said movable contact until the means for rotating said contact has been returned to its normal podtion and means for preventing closing of the contacts after the switch has been opened by the engine as long as the engine continues to run.

8. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from said source, a switch for controlling the connection of the starting motor with the current source, said switch comprising a ilxed contact, a movable contact rotatably mounted, means for moving said contact into position to engage the tixed contact, means operable by engine suction for moving the movable contact along its axis of rotation to separate the switch contacts, and means for preventing movement of said movable contact by engine suction until the means for rotating said contact has been returned to its normal position.

9. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from said source, a switch for controlling the connection oi' the start ing motor with the current source, said switch comprising a fixed contact, a movable contact rotatably mounted, means for moving said oontact into position to engage the iixed contact, means operable by engine suction i'or moving the movable contact along its axis of rotation to separate the switch contacts, means for preventing movement of said movable contact by engine suction until the means for rotating said contact has been returned to its normal position, and means for preventing closing of the contacts ai'ter the switch has been opened by engine suction as long as the engine continues to run.

10. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from said source, a switch for controlling the connection of the starting motor with the current source, said switch comprising a ilxed contact, a movable contact 15 rotatably mounted, means for moving said contact into position to engage the iixed contact and adapted to be held in switch closing position during the cranking of the engine by the starting motor, means operable by engine suction for moving the movable contact along its axis of rotation, the engine suction being suilicient to move said contact during cranking of the engine, and means for preventing movement of the movable contact by suction until the means for rotating said contact has been returned to its normal position.

l1. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from said source, means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the connection of the motor with the current source, said switch comprising a fixed contact, a movable contact rotatably mounted. means operated by said mixture controlling means into position to engage the fixed contact, means operable automatically by the engine for moving they movable contact along its axis of rotation to separate the switch contacts and means for preventing axial movement of said movable contact until the means for rotating said contact has been returned to its normal position.

12. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from said source,

means for controlling the quantity of combustible mixture supplied to the engine, a switch for controlling the connection of the motor with the current source, said switch comprising a fixed contact, a movable contact rotatably mounted, means operated by said mixture controlling means into position to engage the iixed contact, means operable by engine suction for moving the movable contact along its axis of rotation to separate the switch contacts, and means for preventing movement of said movable contact by engine suction until the means for rotating said contact has been returned to its normal position.

i3. Control apparatus for internal combustion engines comprising a current source, a starting motor operated by current from saidxsource, a switch for controlling the connection\ of said starting motor with the current source and comprising a rotatable carrier plate, a movable contact mounted thereon, means for rotating` the carrier plate to bring the contacts into engagement, means operable by tne engine for moving the carrier plate and the contact carried thereby bodily in a direction substantially normal to the surface of the fixed contact to open the switch when the engine is running, and means for preventing the movement of said carrier plate and movable contact by. the engine until the operating means for the carrier plate has been returned to normal position.

JOHN B. DYER. 

